EP1369573A2 - Verfahren zum Betreiben eines Kraftstoffeinspritzsystems für Brennkraftmaschinen - Google Patents
Verfahren zum Betreiben eines Kraftstoffeinspritzsystems für Brennkraftmaschinen Download PDFInfo
- Publication number
- EP1369573A2 EP1369573A2 EP03007254A EP03007254A EP1369573A2 EP 1369573 A2 EP1369573 A2 EP 1369573A2 EP 03007254 A EP03007254 A EP 03007254A EP 03007254 A EP03007254 A EP 03007254A EP 1369573 A2 EP1369573 A2 EP 1369573A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- delivery
- internal combustion
- pressure pump
- injection
- control valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/406—Electrically controlling a diesel injection pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
- F02D2200/0604—Estimation of fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/406—Electrically controlling a diesel injection pump
- F02D41/408—Electrically controlling a diesel injection pump of the distributing type
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a method for operating a Internal combustion engine with a high pressure pump, with a Volume control valve for controlling the delivery rate of the High pressure pump, with a common rail, with at least two Injectors and with a control unit for control of the volume control valve and the injection valves.
- the invention relates to a computer program and a control device according to the independent claims 6 and 8.
- DE 199 12 966 A1 describes a fuel injection system known in which the pressure in the common rail by a appropriate control of the volume control valve is carried out.
- the Volume control valve is on the suction side of the high pressure pump arranged. As long as the volume control valve is open, the high pressure pump can suck in fuel, its pressure increase and then promote to the common rail. to Regulation of the pressure in the common rail will Flow control valve controlled so that the high pressure pump feeds just as much fuel into the common rail as to achieve the desired pressure in the common rail necessary is.
- the Injectors running on the common rail with fuel are supplied at the same time with the volume control valve driven.
- the duration of a funding phase the high pressure pump is calculated and that Volume control valve is controlled so that the Delivery phase of the high pressure pump symmetrical at the beginning and Arranged at the end of an injection is achieved that the pressure in the common rail at the times when the various injectors are opened by the control unit and be closed, is almost the same, so the Injection quantities of the different injectors one subject to less scatter.
- the average pressure in the common rail during the opening of the Injectors is made by the method according to the invention uniform.
- the duration of the funding phase from the duration the energization of the volume control valve minus the Tightening duration of the quantity control valve and the duration of the Compression phase of the high pressure pump is determined.
- the duration of the funding phase also no additional effort is required since the Tightening duration of the volume control valve and the duration of the Compression phase of the high pressure pump depending on the Speed of the internal combustion engine and the pressure in the common rail can be read from a map.
- This The map is in every control unit for internal combustion engines of the type mentioned at the beginning, because this map is also required for other control tasks.
- the high pressure pump several Funding phases during a work cycle of the Internal combustion engine has and that the several funding phases by one or more ignition intervals of the internal combustion engine are offset from each other.
- a crank angle of 720 ° understood, because within this crank angle four cycles of an internal combustion engine (suction, compression, Work and expel).
- Fig. 1 a fuel injection system for Internal combustion engines shown schematically, based on that the method according to the invention is explained below.
- each injector is 100 a cylinder of the internal combustion engine, not shown assigned.
- Each injector is 100 a cylinder of the internal combustion engine, not shown assigned.
- the injectors are powered by an accumulator, below referred to as "common rail", 200 with fuel applied.
- the common rail 200 stands over a line 210 in connection with a high pressure pump 220.
- the High-pressure pump 220 in turn stands over a Low pressure line 240 with a low pressure pump 250, the mostly run as an electric fuel pump Connection.
- the low pressure pump 250 is preferably in a fuel tank 255.
- a pressure control valve 205 is located on the pressure accumulator 200 arranged. Between the low pressure pump 250 and the High pressure pump 220 is a volume control valve 230 arranged. Alternatively, the volume control valve 230 can also between the high pressure pump 220 and the common rail 200 be arranged (not shown).
- the volume control valve 230, the injectors 100 and possibly the pressure control valve 205 are supplied with voltage by an output stage 160.
- the output stage 160 is preferably in a control unit 260 integrated, which the output signals of different Sensors 270 processed.
- the fuel injection system now works as follows:
- the Low pressure pump 250 pumps the fuel that is in the Tank 255 is located via the low pressure line 240 High pressure pump 220. This compresses the fuel and promotes it via the high pressure line 210 in the Pressure accumulator.
- the injectors 100 By driving the injectors 100, the Start and end of fuel injection in controlled by a particular cylinder. This control takes place depending on those detected with the sensors 270 Operating parameters of the internal combustion engine.
- the pressure sensor 205 is used in the pressure accumulator 200 prevailing fuel pressure P is detected and preferably in the control unit 260 in the sense of pressure regulation evaluated.
- the quantity control valve 230 is dependent on the Deviation of the measured pressure value P with a setpoint driven.
- the volume control valve 230 By means of the volume control valve 230, the Amount of fuel delivered by high pressure pump 220 controlled and thus the pressure build-up in the pressure accumulator 200 to be controlled.
- the Flow control valve 230 at a certain first time activated and the activation at a second point in time is withdrawn.
- the volume control valve 230 opens and / or at the exact pre-calculated time closes. It is advantageous if the Delay time between the activation of the Flow control valve 230 and the actual response, i. H. the opening and / or closing of the volume control valve 230, is as small as possible.
- the high-pressure pump 220 delivers the fuel mass that is necessary for maintaining the pressure P in the pressure accumulator 200.
- the duration of the drive T total amount of the control valve 230 is composed of the suit duration of T suit the quantity control valve, the compression of time T compression of the quantity control valve and T feed the duration of the funding period, the quantity control valve 230 together. See also FIG. 4 below in detail.
- a work cycle is understood to mean a crank angle of the crankshaft of the internal combustion engine (not shown) of 720 °. In such a work cycle, each cylinder runs through the four cycles of a 4-cycle engine.
- a first line 1 shows the state of the high-pressure fuel pump 220. If line 1 is different from 0, the high-pressure fuel pump 220 delivers.
- the delivery duration of the high-pressure pump 220 is designated T delivery in FIG. 2. It is clear from FIG. 2 that the funding was divided into three funding phases T funding1 , T funding2 and T funding3 within one work cycle . As a result, the pressure P in the common rail 200 is equalized. The course of the pressure P in the common rail 200 during a working cycle is shown in FIG. 2 by the line identified by P.
- the pressure p in the common rail 200 has a minimum at the beginning of a delivery phase and reaches its maximum at the end of a delivery phase.
- the duration T injection and the time center of the injections of the various injectors 100-1 to 100-6 are partially represented within one work cycle by lines 2 and 3. If, as shown in FIG. 2, the temporal center (see line 3) of the injection duration T injection coincides approximately with the start of the delivery phase T delivery1 , this means that the mean pressure p in the common rail during the injection of this first injector 100 -1 is very low. In contrast, the pressure p is at a maximum during an injection of a further injector 100-2, the middle of which is at the end of the delivery phase T delivery1 .
- the amount of fuel injected by injector 100-1 is significantly smaller than the amount of fuel injected by injector 100-2.
- the reason for this is the different mean pressure p in the common rail 200 during the injection period.
- the third injector 100-3 has approximately the same mean pressure p in the common rail as the first injector 100-1 during the injection. The same applies to injectors 100-4 and 100-2 etc.
- the delivery phases TRON1 , T bain2 and T bain3 are set so that their temporal center, indicated by the line 3, with the center of the injection phases T injection of at least one injector, here 100-1, 100.3 and 100-5, coincides. It is thereby achieved that the injector 100-1 is subjected to a pressure p during its injection, which essentially corresponds to the mean pressure in the common rail 200 during a work cycle.
- the injectors 100-2, 100-4 and 100-6 inject between the delivery phases T Förden , T sauce2 and T sauce3 .
- the mean pressure p in the common rail is approximately the same as when the injector 100-1 is injected.
- the injector 100-2 is subjected to a significantly lower mean pressure p during the injection.
- injectors 100-3 to 100-6 The same applies to injectors 100-3 to 100-6.
- the difference between the mean pressure during the injection between the injectors 100-1 to 100-6 is significantly smaller when the delivery phases T delivery1 , T delivery2 and T delivery3 are coordinated with the injection phases T injection than between the injectors 100-1 and 100-2 is the case in the example from FIG. 2.
- the number of delivery phases T delivery corresponds to the number of injections within a work cycle. Then each injector would have the same mean pressure available during its injection. However, this is not feasible in large series applications since the extremely short switching times required for the volume control valve 230 cannot be achieved. In practice, however, it has proven to be helpful and sufficient if the delivery of the high-pressure pump 220 is divided into two or three delivery phases T delivery within one work cycle. The number of cylinders in the internal combustion engine and thus the number of injectors must also be taken into account.
- the distance between the funding phases within of a working cycle is not exactly 360 ° crank angle, but in coordination with the unequal ignition intervals of the Internal combustion engine the delivery phases are divided so that as a result the differences in the mean pressure P during the injection of the various injectors 100-1 to 100-5 of the 5-cylinder internal combustion engine (not shown) to be minimal.
- the activation period begins at time T 0 and ends at time T 1 .
- This activation period must be divided into three phases: the activation period T tightening , followed by a compression duration T compression and a duration of the delivery phase T delivery of the quantity control valve 230.
- the activation duration is predetermined by the response behavior of the quantity control valve 230.
- the compression period the fuel in the high-pressure pump 220 is compressed until it has reached the pressure of the common rail 200.
- the delivery phase T delivery during which the high-pressure pump 220 delivers fuel into the common rail 200.
- the duration of the delivery phase T delivery is coordinated with the injection duration.
- the middle of the delivery phase T delivery coincides with the middle of the injection duration T injection .
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
- Figur 1
- ein Blockschaltbild eines Kraftstoffeinspritzsystems mit Common-Rail und mehreren Injektoren,
- Figur 2
- eine Darstellung des Druckverlaufs im Common-Rail, der Förderphasen der Hochdruckpumpe und des Einspritzzeitpunkts über ein Arbeitsspiel nach dem Stand der Technik in Diagrammform,
- Figur 3
- die Darstellung gemäß Fig. 2 nach dem erfindungsgemäßen Verfahren und
- Figur 4
- eine zeitliche Darstellung der Berechnung der Dauer der Förderphase der Hochdruckpumpe.
Claims (8)
- Verfahren zum Betreiben eines Kraftstoffeinspritzsystems für Brennkraftmaschinen mit einer Hochdruckpumpe (220) mit einem Mengensteuerventil (230) zur Steuerung der Fördermenge der Hochdruckpumpe (220), mit einem Common-Rail (200) mit mindestens zwei Einspritzventilen (100) und mit einem Steuergerät (160) zur Ansteuerung des Mengensteuerventils (230) und der Einspritzventile (100), gekennzeichnet durch folgende Verfahrensschritte:Berechnen des Beginns und des Endes einer Einspritzung in Abhängigkeit des Betriebszustands der Brennkraftmaschine und der Lastanforderung,Berechnen der Dauer (TFörder) einer Förderphase der Hochdruckpumpe (220),Ansteuern des Mengensteuerventils (230) so, dass die Förderphase der Hochdruckpumpe (220) symmetrisch zu Beginn und Ende der Einspritzung angeordnet ist.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Dauer (TFörder) der Förderphase aus der Dauer (T1 - T0) der Bestromung des Mengensteuerventils (230) abzüglich der Anzugsdauer (TAnzug) des Mengensteuerventils (230) und der Dauer (TKompression) der Kompressionsphase der Hochdruckpumpe (220) ermittelt wird.
- Verfahren nach Anspruch 2, dadurch gekennzeichnet, dass die Anzugsdauer (TAnzug) des Mengensteuerventils (230) und die Dauer (TKompression) der Kompressionsphase der Hochdruckpumpe (220) in Abhängigkeit der Drehzahl der Brennkraftmaschine und des Druck im Common-Rail (200) aus einem Kennfeld ausgelesen werden.
- Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Hochdruckpumpe (220) mehrere Förderphasen (TFörder) während eines Arbeitsspiels (720° KW) eines Zylinders der Brennkraftmaschine hat, und dass die mehreren Förderphasen (TFörder) um einen oder mehrere Zündabstände der Brennkraftmaschine zueinander versetzt sind.
- Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Hochdruckpumpe (220) mehrere Förderphasen (TFörder) während eines Arbeitsspiels der Brennkraftmaschine hat, und dass die mehreren Förderphasen (TFörder) einen gleichmäßigen Abstand voneinander haben.
- Computerprogramm, dadurch gekennzeichnet, dass es zur Durchführung eines Verfahrens nach einem der vorgehenden Ansprüche geeignet ist.
- Computerprogramm nach Anspruch 6, dadurch gekennzeichnet, dass es auf einen Speichermedium abspeicherbar ist.
- Steuergerät, dadurch gekennzeichnet, dass es zur Durchführung eines Verfahrens nach einem der Ansprüche 1 bis 6 geeignet ist.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10224813A DE10224813A1 (de) | 2002-06-05 | 2002-06-05 | Verfahren zum Betreiben eines Kraftstoffeinspritzsystems für Brennkraftmaschinen |
DE10224813 | 2002-06-05 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1369573A2 true EP1369573A2 (de) | 2003-12-10 |
EP1369573A3 EP1369573A3 (de) | 2005-03-23 |
EP1369573B1 EP1369573B1 (de) | 2006-06-14 |
Family
ID=29432636
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03007254A Expired - Lifetime EP1369573B1 (de) | 2002-06-05 | 2003-03-31 | Verfahren zum Betreiben eines Kraftstoffeinspritzsystems für Brennkraftmaschinen |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1369573B1 (de) |
JP (1) | JP2004011642A (de) |
DE (2) | DE10224813A1 (de) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1612394A1 (de) * | 2004-06-30 | 2006-01-04 | C.R.F. Societa' Consortile per Azioni | Kraftstoffeinspritzsystem für Brennkraftmaschine mit common rail |
CN103883416A (zh) * | 2014-03-27 | 2014-06-25 | 潍柴动力股份有限公司 | 一种油泵控制方法及装置 |
EP2503132A3 (de) * | 2011-03-23 | 2018-03-21 | Hitachi, Ltd. | Verfahren und Vorrichtung zur Reduzierung des Geräusches einer direkteinspritzenden Brennkraftmaschine |
EP3499012A1 (de) * | 2017-12-13 | 2019-06-19 | Toyota Jidosha Kabushiki Kaisha | Steuerungsvorrichtung für brennstoffpumpe und steuerungsverfahren dafür |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102008002216A1 (de) | 2008-04-08 | 2009-10-15 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Einspritzsystems mit mindestens zwei Rails für eine Brennkraftmaschine |
DE102013220780B4 (de) * | 2013-10-15 | 2021-05-27 | Vitesco Technologies GmbH | Kraftstoffeinspritzsystem |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0481964A2 (de) * | 1988-11-24 | 1992-04-22 | Nippondenso Co., Ltd. | Hochdruckpumpe mit veränderlichem Abfluss |
EP0802322A1 (de) * | 1996-04-17 | 1997-10-22 | Mitsubishi Denki Kabushiki Kaisha | Kraftstoffeinspritzsystem |
DE19912966A1 (de) * | 1999-03-23 | 2000-10-05 | Bosch Gmbh Robert | Vorrichtung zur Steuerung eines Mengensteuerventils |
DE10023227A1 (de) * | 2000-05-12 | 2001-11-22 | Bosch Gmbh Robert | Verfahren zum Bestimmen der Position eines Kolbens einer 1-Zylinder-Hochdruckpumpe eines Kraftstoffzumesssystems einer direkteinspritzenden Brennkraftmaschine |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3436768A1 (de) * | 1984-10-06 | 1986-04-10 | Robert Bosch Gmbh, 7000 Stuttgart | Verfahren zur steuerung der kraftstoffeinspritzung bei brennkraftmaschinen und kraftstoffeinspritzsystem zur durchfuehrung des verfahrens |
-
2002
- 2002-06-05 DE DE10224813A patent/DE10224813A1/de not_active Ceased
-
2003
- 2003-03-31 DE DE50303783T patent/DE50303783D1/de not_active Expired - Lifetime
- 2003-03-31 EP EP03007254A patent/EP1369573B1/de not_active Expired - Lifetime
- 2003-06-03 JP JP2003158366A patent/JP2004011642A/ja active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0481964A2 (de) * | 1988-11-24 | 1992-04-22 | Nippondenso Co., Ltd. | Hochdruckpumpe mit veränderlichem Abfluss |
EP0802322A1 (de) * | 1996-04-17 | 1997-10-22 | Mitsubishi Denki Kabushiki Kaisha | Kraftstoffeinspritzsystem |
DE19912966A1 (de) * | 1999-03-23 | 2000-10-05 | Bosch Gmbh Robert | Vorrichtung zur Steuerung eines Mengensteuerventils |
DE10023227A1 (de) * | 2000-05-12 | 2001-11-22 | Bosch Gmbh Robert | Verfahren zum Bestimmen der Position eines Kolbens einer 1-Zylinder-Hochdruckpumpe eines Kraftstoffzumesssystems einer direkteinspritzenden Brennkraftmaschine |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1612394A1 (de) * | 2004-06-30 | 2006-01-04 | C.R.F. Societa' Consortile per Azioni | Kraftstoffeinspritzsystem für Brennkraftmaschine mit common rail |
US7182067B2 (en) | 2004-06-30 | 2007-02-27 | C.R.F. Società Consortile Per Azioni | Storage-volume fuel injection system for an internal combustion engine |
EP2503132A3 (de) * | 2011-03-23 | 2018-03-21 | Hitachi, Ltd. | Verfahren und Vorrichtung zur Reduzierung des Geräusches einer direkteinspritzenden Brennkraftmaschine |
CN103883416A (zh) * | 2014-03-27 | 2014-06-25 | 潍柴动力股份有限公司 | 一种油泵控制方法及装置 |
EP3499012A1 (de) * | 2017-12-13 | 2019-06-19 | Toyota Jidosha Kabushiki Kaisha | Steuerungsvorrichtung für brennstoffpumpe und steuerungsverfahren dafür |
CN109915270A (zh) * | 2017-12-13 | 2019-06-21 | 丰田自动车株式会社 | 用于燃料泵的控制装置及其控制方法 |
US10634085B2 (en) | 2017-12-13 | 2020-04-28 | Toyota Jidosha Kabushiki Kaisha | Control device for fuel pump and control method thereof |
CN109915270B (zh) * | 2017-12-13 | 2021-11-05 | 丰田自动车株式会社 | 用于燃料泵的控制装置及其控制方法 |
Also Published As
Publication number | Publication date |
---|---|
EP1369573B1 (de) | 2006-06-14 |
DE10224813A1 (de) | 2003-12-24 |
EP1369573A3 (de) | 2005-03-23 |
DE50303783D1 (de) | 2006-07-27 |
JP2004011642A (ja) | 2004-01-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1282771B1 (de) | Verfahren zum betreiben eines kraftstoffzumesssystems einer direkteinspritzenden brennkraftmaschine | |
DE102008042714B4 (de) | Erfassungsvorrichtung für einen Kraftstoffeinspritzzustand | |
DE102008045730B4 (de) | Rücklauffreie Kraftstoffpumpeneinheit sowie damit ausgerüstetes Fahrzeug | |
DE3126393C2 (de) | ||
DE102007000246B4 (de) | Treibstoffdrucksteuerung | |
DE102011051062B4 (de) | Kraftstoffeinspritzsteuersystem für eine interne Verbrennungsmaschine | |
EP0968367A1 (de) | Kraftstoffeinspritzsystem für eine brennkraftmaschine | |
WO2006037690A1 (de) | Verfahren zum betreiben einer brennkraftmaschine | |
WO2012007265A2 (de) | Verfahren und vorrichtung zum betreiben eines kraftstoffeinspritzsystems | |
DE102011056159B4 (de) | Brennstoffeinspritzsteuerung für eine Verbrennungskraftmaschine | |
DE102017203695A1 (de) | Kraftstoffeinspritzungsvorrichtung für einen Verbrennungsmotor | |
EP2173997A1 (de) | Brennkraftmaschine mit mehreren zylindern | |
EP1369573B1 (de) | Verfahren zum Betreiben eines Kraftstoffeinspritzsystems für Brennkraftmaschinen | |
DE10341775A1 (de) | Kraftstoffeinspritzsystem der Speicherbauart | |
EP2410168A1 (de) | Fluidspender, sowie Verfahren zur Bereitstellung eines Arbeitsfluids mittels eines Fluidspenders | |
DE19908678B4 (de) | Steuerung einer Kraftstoff direkteinspritzenden Brennkraftmaschine eines Kraftfahrzeugs insbesondere im Startbetrieb | |
EP1327766A2 (de) | Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine | |
WO2001069066A1 (de) | Verfahren zum betreiben einer mehrzylindrigen brennkraftmaschine | |
DE102014211314A1 (de) | Verfahren zum Korrigieren einer pumpenverursachten Abweichung einer Ist-Einspritzmenge von einer Soll-Einspritzmenge | |
DE102007033045A1 (de) | Verfahren und Vorrichtung zur dynamischen Bestimmung eines Segments für einen Winkelbereich, innerhalb dem eine Kraft-stoffeinspritzung in eine Brennkraftmaschine durchführbar ist | |
DE19753072C2 (de) | Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs | |
DE10036773A1 (de) | Verfahren zum Betreiben eines Kraftstoffzumesssystems einer direkt einspritzenden Brennkraftmaschine | |
EP1266134A1 (de) | Verfahren zum betreiben einer brennkraftmaschine | |
DE10353434A1 (de) | Verfahren und Steuergerät zur Bildung einer Einspritzimpulsbreite | |
DE10018050C2 (de) | Verfahren zum Betreiben einer Brennkraftmaschine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR |
|
AX | Request for extension of the european patent |
Extension state: AL LT LV MK |
|
PUAL | Search report despatched |
Free format text: ORIGINAL CODE: 0009013 |
|
AK | Designated contracting states |
Kind code of ref document: A3 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PT RO SE SI SK TR |
|
AX | Request for extension of the european patent |
Extension state: AL LT LV MK |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
17P | Request for examination filed |
Effective date: 20050923 |
|
AKX | Designation fees paid |
Designated state(s): DE FR IT |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR IT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED. Effective date: 20060614 |
|
REF | Corresponds to: |
Ref document number: 50303783 Country of ref document: DE Date of ref document: 20060727 Kind code of ref document: P |
|
ET | Fr: translation filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20070315 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20090326 Year of fee payment: 7 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20090318 Year of fee payment: 7 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20101130 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20100331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20100331 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20160525 Year of fee payment: 14 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 50303783 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20171003 |